CN110329112B - Comprehensive thermal management system for automobile - Google Patents
Comprehensive thermal management system for automobile Download PDFInfo
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- CN110329112B CN110329112B CN201910764649.3A CN201910764649A CN110329112B CN 110329112 B CN110329112 B CN 110329112B CN 201910764649 A CN201910764649 A CN 201910764649A CN 110329112 B CN110329112 B CN 110329112B
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- 238000001816 cooling Methods 0.000 claims abstract description 122
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 claims abstract description 72
- 238000010438 heat treatment Methods 0.000 claims abstract description 64
- 239000000110 cooling liquid Substances 0.000 claims description 22
- 239000003507 refrigerant Substances 0.000 claims description 16
- 238000005057 refrigeration Methods 0.000 claims description 8
- 230000009467 reduction Effects 0.000 claims description 7
- 238000004891 communication Methods 0.000 claims description 6
- HEZMWWAKWCSUCB-PHDIDXHHSA-N (3R,4R)-3,4-dihydroxycyclohexa-1,5-diene-1-carboxylic acid Chemical compound O[C@@H]1C=CC(C(O)=O)=C[C@H]1O HEZMWWAKWCSUCB-PHDIDXHHSA-N 0.000 claims description 5
- 238000000034 method Methods 0.000 claims description 4
- 230000007613 environmental effect Effects 0.000 abstract description 2
- 239000002826 coolant Substances 0.000 description 15
- 238000004804 winding Methods 0.000 description 10
- 238000010586 diagram Methods 0.000 description 6
- 230000007423 decrease Effects 0.000 description 5
- 238000004064 recycling Methods 0.000 description 5
- 239000012809 cooling fluid Substances 0.000 description 4
- 230000017525 heat dissipation Effects 0.000 description 4
- 239000002918 waste heat Substances 0.000 description 4
- 239000007788 liquid Substances 0.000 description 3
- 230000000694 effects Effects 0.000 description 2
- 238000005516 engineering process Methods 0.000 description 2
- 230000005855 radiation Effects 0.000 description 2
- 238000010992 reflux Methods 0.000 description 2
- 230000003068 static effect Effects 0.000 description 2
- 238000004378 air conditioning Methods 0.000 description 1
- 230000009286 beneficial effect Effects 0.000 description 1
- 230000006835 compression Effects 0.000 description 1
- 238000007906 compression Methods 0.000 description 1
- 238000009833 condensation Methods 0.000 description 1
- 230000005494 condensation Effects 0.000 description 1
- 230000003247 decreasing effect Effects 0.000 description 1
- 238000007599 discharging Methods 0.000 description 1
- 230000020169 heat generation Effects 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000008569 process Effects 0.000 description 1
- 238000010792 warming Methods 0.000 description 1
- 239000002699 waste material Substances 0.000 description 1
Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
- B60H1/00—Heating, cooling or ventilating [HVAC] devices
- B60H1/00271—HVAC devices specially adapted for particular vehicle parts or components and being connected to the vehicle HVAC unit
- B60H1/00278—HVAC devices specially adapted for particular vehicle parts or components and being connected to the vehicle HVAC unit for the battery
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
- B60H1/00—Heating, cooling or ventilating [HVAC] devices
- B60H1/00357—Air-conditioning arrangements specially adapted for particular vehicles
- B60H1/00385—Air-conditioning arrangements specially adapted for particular vehicles for vehicles having an electrical drive, e.g. hybrid or fuel cell
- B60H1/00392—Air-conditioning arrangements specially adapted for particular vehicles for vehicles having an electrical drive, e.g. hybrid or fuel cell for electric vehicles having only electric drive means
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
- B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
- B60L58/24—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries
- B60L58/26—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries by cooling
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
- B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
- B60L58/24—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries
- B60L58/27—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries by heating
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- H—ELECTRICITY
- H01—ELECTRIC ELEMENTS
- H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
- H01M10/00—Secondary cells; Manufacture thereof
- H01M10/60—Heating or cooling; Temperature control
- H01M10/61—Types of temperature control
- H01M10/613—Cooling or keeping cold
-
- H—ELECTRICITY
- H01—ELECTRIC ELEMENTS
- H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
- H01M10/00—Secondary cells; Manufacture thereof
- H01M10/60—Heating or cooling; Temperature control
- H01M10/61—Types of temperature control
- H01M10/615—Heating or keeping warm
-
- H—ELECTRICITY
- H01—ELECTRIC ELEMENTS
- H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
- H01M10/00—Secondary cells; Manufacture thereof
- H01M10/60—Heating or cooling; Temperature control
- H01M10/65—Means for temperature control structurally associated with the cells
- H01M10/656—Means for temperature control structurally associated with the cells characterised by the type of heat-exchange fluid
- H01M10/6567—Liquids
-
- H—ELECTRICITY
- H01—ELECTRIC ELEMENTS
- H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
- H01M10/00—Secondary cells; Manufacture thereof
- H01M10/60—Heating or cooling; Temperature control
- H01M10/66—Heat-exchange relationships between the cells and other systems, e.g. central heating systems or fuel cells
- H01M10/663—Heat-exchange relationships between the cells and other systems, e.g. central heating systems or fuel cells the system being an air-conditioner or an engine
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
- B60H1/00—Heating, cooling or ventilating [HVAC] devices
- B60H1/00271—HVAC devices specially adapted for particular vehicle parts or components and being connected to the vehicle HVAC unit
- B60H2001/00307—Component temperature regulation using a liquid flow
-
- H—ELECTRICITY
- H01—ELECTRIC ELEMENTS
- H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
- H01M2220/00—Batteries for particular applications
- H01M2220/20—Batteries in motive systems, e.g. vehicle, ship, plane
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
- Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
- Y02E60/10—Energy storage using batteries
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/70—Energy storage systems for electromobility, e.g. batteries
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/80—Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
- Y02T10/88—Optimized components or subsystems, e.g. lighting, actively controlled glasses
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- General Chemical & Material Sciences (AREA)
- Mechanical Engineering (AREA)
- Electrochemistry (AREA)
- Chemical Kinetics & Catalysis (AREA)
- Manufacturing & Machinery (AREA)
- Sustainable Development (AREA)
- Sustainable Energy (AREA)
- Life Sciences & Earth Sciences (AREA)
- Power Engineering (AREA)
- Thermal Sciences (AREA)
- Physics & Mathematics (AREA)
- Transportation (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
- Air-Conditioning For Vehicles (AREA)
Abstract
The invention discloses an automobile comprehensive heat management system which comprises a motor cooling loop and a battery heat management system, wherein the motor cooling loop comprises a first water pump, an all-in-one controller, a heat exchanger, a first three-way pipe, a radiator and a first electronic three-way valve which are connected end to end in sequence. The battery thermal management system comprises a battery cooling loop and a battery heating loop, wherein the battery cooling loop comprises a power battery, a second three-way pipe, a second water pump, a heat exchange plate and a second electronic three-way valve which are sequentially connected end to end; the battery heating loop comprises a power battery, a second three-way pipe, a first electronic three-way valve, a first water pump, an all-in-one controller, a heat exchanger, a first three-way pipe and a second electronic three-way valve which are sequentially connected end to end. The invention can heat the power battery by directly utilizing the existing heat in the whole vehicle without additionally arranging the PTC heater on the battery heating loop, has the advantages of environmental protection and high efficiency, and can realize comprehensive control and management.
Description
Technical Field
The invention relates to the technical field of new energy, in particular to an automobile comprehensive thermal management system.
Background
The thermal management technology is one of the core technologies of the pure electric vehicle, and functions to keep components such as a driving motor, a power battery and the like in a proper temperature range under all working conditions. The battery thermal management system is responsible for heating and raising the temperature of the power battery when the ambient temperature is low, and cooling and lowering the temperature of the power battery when the temperature of the power battery is high. Although effective temperature control management of components such as drive motors and power cells is possible with existing thermal management systems, it suffers from the following drawbacks:
firstly, most of the existing motor cooling systems are formed by connecting parts such as a water pump, a radiator, an electronic fan, an expansion water tank and the like with parts such as a driving motor and a motor controller in series to form an independent motor cooling loop for temperature control, and after cooling liquid in the loop absorbs heat of all the parts, the heat is discharged to the external environment through the radiator. Obviously, the cooling mode can not realize the recycling of the waste heat of the whole vehicle, and energy waste can be caused; and the pipelines of the battery thermal management system are independent loops, the pipeline arrangement is scattered, the thermal management control is not centralized, a plurality of pipelines are required to be managed by the control system, and the control difficulty and the cost are high.
Secondly, in the existing battery thermal management system, an air-conditioning water cooling scheme is generally adopted for battery refrigeration, and a water heating PTC heater is mostly adopted for heating to heat cooling liquid, so that the temperature of the power battery is increased. The PTC heater has the advantages of high power consumption, low reliability, short service life, high temperature difference between the battery cores and low heating rate, and can increase the power consumption of the electric automobile and reduce the endurance mileage of the whole automobile.
Therefore, the automobile comprehensive heat management system has the advantages of optimized pipeline structure, environmental protection, high efficiency and capability of fully utilizing the waste heat of the whole automobile to carry out comprehensive heat management control.
Disclosure of Invention
The invention provides an automobile comprehensive heat management system, which mainly aims to solve the problems of distributed pipeline arrangement, non-centralized heat management control, low energy utilization rate, high heater power consumption, low temperature control efficiency, high control difficulty and control cost and the like of the traditional automobile heat management system.
The invention adopts the following technical scheme:
the utility model provides a car synthesizes heat management system, includes motor cooling circuit and battery heat management system, its characterized in that: the motor cooling loop comprises a first water pump, an all-in-one controller, a heat exchanger, a first three-way pipe, a radiator and a first electronic three-way valve which are connected end to end in sequence; the battery thermal management system comprises a battery cooling loop and a battery heating loop, wherein the battery cooling loop comprises a power battery, a second three-way pipe, a second water pump, a heat exchange plate and a second electronic three-way valve which are sequentially connected end to end; the battery heating loop comprises the power battery, the second three-way pipe, the first electronic three-way valve, the first water pump, the all-in-one controller, the heat exchanger, the first three-way pipe and the second electronic three-way valve which are connected end to end in sequence.
Further, the integrated thermal management system of the automobile further comprises an integrated thermal management controller, and the integrated thermal management controller is electrically connected with the first electronic three-way valve and the second electronic three-way valve.
Further, the integrated thermal management system of the automobile further comprises an oil cooling loop, wherein the oil cooling loop comprises a driving motor, a reduction gearbox, an oil pump and the heat exchanger which are sequentially connected end to end; and the oil cooling loop and the motor cooling loop are in parallel heat exchange through the heat exchanger.
Further, a heat radiation fan is arranged beside the radiator; the inlet end of the first water pump is provided with a first expansion water tank; and the cooling fan, the first water pump and the oil pump are all electrically connected with the integrated thermal management controller.
Further, the automobile comprehensive thermal management system also comprises a refrigerant loop, wherein the refrigerant loop comprises a compressor, a condenser, an expansion valve and the heat exchange plate which are connected end to end in sequence; and the refrigerant loop and the battery cooling loop are in parallel heat exchange through the heat exchange plate.
Further, a condensing fan is arranged beside the condenser; the inlet end of the second water pump is provided with a second expansion water tank; and the condensing fan, the second water pump and the compressor are all electrically connected with the integrated thermal management controller.
Further, a plurality of temperature sensors which are in communication connection with the integrated thermal management controller are arranged on the motor cooling loop and the battery cooling loop.
Further, the temperature sensor includes a first temperature sensor, a second temperature sensor, a third temperature sensor, and a fourth temperature sensor; the first temperature sensor is arranged between the first tee pipe and the radiator; the second temperature sensor is arranged between the first water pump and the all-in-one controller; the third temperature sensor is arranged between the all-in-one controller and the heat exchanger; the fourth temperature sensor is arranged between the second electronic three-way valve and the power battery.
Further, the all-in-one controller comprises a motor controller, a first DCAC frequency converter, a second DCAC frequency converter, a DCDC frequency converter and a high-voltage distribution box which are connected.
Compared with the prior art, the invention has the beneficial effects that:
1. according to the invention, pipelines of the comprehensive thermal management system of the automobile are optimally designed, each circulation loop in the system can independently operate and can realize unified control management, and under a heating mode, the power battery, the all-in-one controller and other parts can be connected in series to form a battery heating loop by changing the connection positions of the two electronic three-way valves, so that the existing heat in the whole automobile is directly utilized to effectively control the temperature of cooling liquid in the battery heating loop, the power battery is further heated, the heat recycling of the automobile is realized, and the problems of electric quantity loss, automobile endurance mileage shrinkage and the like caused by the use of a PTC heater are effectively avoided.
2. According to the invention, the driving motor, the reduction gearbox, the oil pump and the heat exchanger form a forced oil cooling reflux system by arranging the oil cooling loop, and the heat exchanger exchanges heat with an external motor cooling loop in a refrigeration mode, so that the efficient cooling effect can be realized; in the heating mode, heat exchange is carried out through the heat exchanger and an external battery heating loop, and heat generated by the driving motor can be fully utilized to heat the power battery, so that the heat recycling of the whole vehicle is realized, and the heat recycling system is efficient in management and environment-friendly.
3. The integrated heat management controller controls the access positions of the first electronic three-way valve and the second electronic three-way valve, so that the integrated heat management system of the automobile can be switched to a refrigeration mode or a heating mode, multi-loop centralized control management can be realized, the operation is intelligent and convenient, and the heat management efficiency is high.
Drawings
Fig. 1 is a schematic diagram of a refrigeration mode of the present invention.
FIG. 2 is a schematic diagram of a heating mode of the present invention.
Fig. 3 is a schematic diagram of the integrated control of the present invention.
Fig. 4 is a control schematic diagram (upper half) of the cooling mode of the present invention.
Fig. 5 is a control schematic diagram (lower half) of the cooling mode of the present invention.
Fig. 6 is a control schematic diagram of the heating mode of the present invention.
In the figure: 100. a motor cooling circuit; 101. a first water pump; 102. an all-in-one controller; 103. a first tee; 104. a heat sink; 105. a first electronic three-way valve; 106. a heat radiation fan; 107. a first expansion tank; 108. a first temperature sensor; 109. a second temperature sensor; 110. a third temperature sensor; 200. a battery cooling circuit; 201. a power battery; 202. a second tee; 203. a second water pump; 204. a second electronic three-way valve; 205. a second expansion tank; 206. a fourth temperature sensor; 300. an oil cooling circuit; 301 driving a motor; 302. a reduction gearbox; 303. an oil pump; 304. a heat exchanger; 400. a refrigerant circuit; 401. a compressor; 402. a condenser; 403. an expansion valve; 404. a heat exchange plate; 405 a condensing fan; 500. and a battery heating circuit.
Detailed Description
Specific embodiments of the present invention will be described below with reference to the accompanying drawings. Numerous details are set forth in the following description in order to provide a thorough understanding of the present invention, but it will be apparent to one skilled in the art that the present invention may be practiced without these details.
Referring to fig. 1 and 2, an integrated thermal management system for an automobile includes a motor cooling circuit 100 and a battery thermal management system, wherein the motor cooling circuit 100 includes a first water pump 101, an all-in-one controller 102, a heat exchanger 304, a first tee 103, a radiator 104 and a first electronic three-way valve 105, which are sequentially connected end to end. The battery thermal management system comprises a battery cooling circuit 200 and a battery heating circuit 500, wherein the battery cooling circuit 200 comprises a power battery 201, a second tee 202, a second water pump 203, a heat exchange plate 404 and a second electronic three-way valve 204 which are connected end to end in sequence; the battery heating circuit 500 comprises a power battery 201, a second tee 202, a first electronic three-way valve 105, a first water pump 101, an all-in-one controller 102, a heat exchanger 304, a first tee 103 and a second electronic three-way valve 204 which are sequentially connected end to end. Therefore, the integrated thermal management system for the automobile disclosed by the invention can connect the power battery 201, the all-in-one controller 102 and other components in series into the battery heating loop 500 by changing the access positions of the first electronic three-way valve 105 and the second electronic three-way valve 204, and can heat and raise the temperature of the power battery 201 without additionally arranging a PTC heater on the battery heating loop 500, thereby realizing integrated control and management, and effectively avoiding the problems of electric quantity loss, automobile endurance mileage reduction and the like caused by using the PTC heater.
Referring to fig. 1 and 2, the integrated thermal management system of the automobile further includes an integrated thermal management controller electrically connected to the first electronic three-way valve 105 and the second electronic three-way valve 204. The integrated thermal management controller can control the access positions of the first electronic three-way valve 105 and the second electronic three-way valve 204, so that the automobile integrated thermal management system is switched to a refrigeration mode or a heating mode, multi-loop centralized control management can be realized, and the operation is intelligent and convenient.
Referring to fig. 1 and 2, specifically, the integrated thermal management system for an automobile further includes an oil cooling circuit 300, where the oil cooling circuit 300 includes a driving motor 301, a reduction gearbox 302, an oil pump 303, and a heat exchanger 304, which are sequentially connected end to end; and heat exchange is performed in parallel between the oil cooling circuit 300 and the motor cooling circuit 100 through the heat exchanger 304. The heat exchanger 304 in this embodiment is preferably an oil cooler. Because the heat generated when the driving motor 301 runs is large and the temperature is high, the driving motor 301, the reduction gearbox 302, the oil pump 303 and the heat exchanger 304 form a forced oil cooling reflux system by arranging the oil cooling loop, and the heat exchanger 304 exchanges heat with the external motor cooling loop 100 in a refrigeration mode, so that the efficient cooling effect can be realized; in the heating mode, heat exchange is performed between the heat exchanger 304 and the external battery heating circuit 500, so that heat generated by the driving motor 301 can be fully utilized to heat the power battery 201, and thus, the whole vehicle can be subjected to heat recycling, and the management is efficient and environment-friendly.
Referring to fig. 1 and 2, more specifically, a radiator fan 106 is disposed beside the radiator 104, a first expansion tank 107 is disposed at an inlet end of the first water pump 101, and the radiator fan 106, the first water pump 101, and the oil pump 303 are electrically connected to the integrated thermal management controller. The heat dissipation rate of the radiator 104 can be increased by the heat dissipation fan 106; the first expansion tank 107 is installed at the highest position of the motor cooling circuit 100, the first water pump 101 is disposed at the lowest position of the motor cooling circuit 100, and the first expansion tank 107 is disposed at the water inlet of the first water pump 101 to help to discharge air in the motor cooling circuit 100.
Referring to fig. 1 and 2, specifically, the integrated thermal management system for an automobile further includes a refrigerant circuit 400, where the refrigerant circuit 400 includes a compressor 401, a condenser 402, an expansion valve 403, and a heat exchange plate 404, which are sequentially connected end to end; and the refrigerant circuit 400 and the battery cooling circuit 200 are in parallel heat exchange through the heat exchange plate 404. More specifically, the cooling medium in the refrigerant circuit 400 is a refrigerant, the low-pressure refrigerant is changed into a high-temperature and high-pressure gaseous refrigerant through the suction compressor 401, then is gradually condensed into a high-temperature and high-pressure liquid refrigerant through the cooling of the condenser 402, then is reduced in pressure into a low-temperature and low-pressure liquid refrigerant through the throttling device of the expansion valve 403, finally is subjected to heat exchange with the cooling liquid in the battery cooling circuit 200 through the heat exchange plate 404, and the liquid refrigerant absorbs the heat of the cooling liquid in the battery cooling circuit 200 to be continuously vaporized, so that the temperature of the cooling liquid in the battery cooling circuit 200 is indirectly reduced.
Referring to fig. 1 and 2, more specifically, a condensing fan 405 is disposed beside the condenser 402, the second expansion tank 205 is disposed at the inlet end of the second water pump 203, and the condensing fan 405, the second water pump 203, and the compressor 401 are all electrically connected to the integrated thermal management controller. Since the condenser 405 generates a large amount of heat during operation, the condenser 402 can be effectively cooled by disposing the condensing fan 405 beside the condenser 402, so as to improve the condensing efficiency of the condenser; the second expansion water tank 205 is installed at the highest position of the battery cooling circuit 200, the second water pump 203 is disposed at the lowest position of the battery cooling circuit 200, and the second expansion water tank 205 is disposed at the water inlet of the second water pump 203 to help to discharge the air in the battery cooling circuit 200.
Referring to fig. 1 and 2, in particular, the motor cooling circuit 100 and the battery cooling circuit 200 are provided with a plurality of temperature sensors in communication with an integrated thermal management controller, and in particular, include a first temperature sensor 108, a second temperature sensor 109, a third temperature sensor 110, and a fourth temperature sensor 206. Wherein, the first temperature sensor 108 is disposed between the first tee 103 and the radiator 104; the second temperature sensor 109 is disposed between the first water pump 101 and the all-in-one controller 102; the third temperature sensor 110 is disposed between the all-in-one controller 102 and the heat exchanger 304; the fourth temperature sensor 206 is provided between the second electronic three-way valve 204 and the power battery 201. In addition, the driving motor 301, the all-in-one controller 102 and the power battery 201 are also provided with temperature sensors in communication connection with the integrated thermal management controller, whereby the integrated thermal management controller can read the winding temperature T5 of the driving motor, the average temperature of the all-in-one controller and the average temperature T10 of the power battery.
Referring to fig. 1 and 2, more specifically, the all-in-one controller 102 includes a motor controller, a first DCAC inverter, a second DCAC inverter, a DCDC inverter, and a high voltage distribution box connected. The motor controller, the first DCAC frequency converter, the second DCAC frequency converter, the DCDC frequency converter and the high-voltage distribution box are respectively provided with a water cooling plate for internal and external heat exchange; and temperature sensors which are in communication connection with the integrated thermal management controller are arranged in the motor controller, the first DCAC frequency converter, the second DCAC frequency converter and the DCDC frequency converter.
Referring to fig. 1 to 6, the control method of the integrated thermal management system for an automobile includes the steps of:
s1, acquiring the temperature of cooling liquid in a motor cooling loop 100 and the average temperature of a power battery 201 by the comprehensive thermal management controller;
s2, judging whether the temperature of the cooling liquid in the motor cooling circuit 100 reaches a set motor high temperature T2 or whether the average temperature of the power battery 201 reaches a set battery high temperature T101, if so, starting a refrigeration mode, and cooling the cooling liquid in the motor cooling circuit 100 and/or the battery cooling circuit 200 until the temperature of the cooling liquid in the motor cooling circuit 100 is lower than a motor cooling cut-off limit T14 and the average temperature of the power battery 201 is lower than a battery cooling cut-off limit T103, and executing a step S3; if the judgment result is negative, executing the step S3;
s3, judging whether the average temperature of the power battery 201 is lower than the set battery low-temperature T102, if so, starting a heating mode, heating the cooling liquid in the battery heating loop 500 by utilizing heat generated in the automobile integrated thermal management system until the average temperature T10 of the power battery is greater than a battery heating cut-off limit value T104, and executing a shutdown mode; and if the judgment result is negative, executing the shutdown mode.
Referring to fig. 1 to 6, specifically, the integrated thermal management controller may acquire signals of the first temperature sensor 108, the second temperature sensor 109, the third temperature sensor 110, and the fourth temperature sensor 206, respectively, while the integrated thermal management controller may also acquire winding temperatures of the driving motor 301, an average temperature of the motor controller, an average temperature of the first DCAC inverter, an average temperature of the second DCAC inverter, an average temperature of the DCAC inverter, and an average temperature of the power battery in step S1. And the integrated thermal management controller uses the temperature T1 of the first temperature sensor 108 as a main criterion for determining the temperature of the cooling fluid in the motor cooling circuit 100.
Referring to fig. 1 to 6, specifically, in step S2 and step S3, the integrated thermal management controller switches the on-off state of the three of the motor cooling circuit 100, the battery cooling circuit 200, and the battery heating circuit 500 by controlling the on-positions of the first electronic three-way valve 105 and the second electronic three-way valve 204, thereby controlling the integrated thermal management system of the automobile to enter the cooling mode or the heating mode.
Referring to fig. 1 to 6, specifically, in the cooling mode, the integrated heat management controller indirectly controls the temperature of the coolant in the motor cooling circuit 100 by controlling the rotational speeds of the cooling fan 106, the first water pump 101, and the oil pump 303, respectively, in step S2. More specifically, the integrated thermal management controller controls the heat dissipation rate of the radiator 104 by controlling the rotation speed of the heat dissipation fan 106, and controls the flow rate of the cooling liquid in the motor cooling circuit 100 by controlling the rotation speed of the first water pump 101, thereby achieving the purpose of indirectly controlling the temperature of the cooling liquid in the motor cooling circuit 100; the integrated thermal management controller controls the flow rate of the cooling fluid in the oil cooling circuit 300 by controlling the rotation speed of the oil pump 303, thereby indirectly controlling the heat exchange rate of the cooling fluid in the oil cooling circuit 300 and the motor cooling circuit 100, and further realizing the control of the temperature of the cooling fluid in the oil cooling circuit 300 and the motor cooling circuit 100.
Referring to fig. 1 to 6, specifically, in the cooling mode, the integrated thermal management controller indirectly controls the temperature of the coolant in the battery cooling circuit 200 by controlling the rotational speeds of the second water pump 203, the compressor 401, and the condensing fan 405, thereby controlling the average temperature of the power battery 201 in step S2. More specifically, the integrated heat management controller controls the flow rate of the coolant in the coolant loop 400 by controlling the rotation speed of the compressor 401, and controls the condensation rate of the condenser 402 by controlling the rotation speed of the condensing fan 405, thereby indirectly controlling the temperature of the coolant in the coolant loop 400, and controls the flow rate of the coolant in the battery cooling loop 200 by controlling the rotation speed of the second water pump 203, thereby controlling the heat exchange rate of the coolant in the coolant loop 400 and the battery cooling loop 200, thereby controlling the temperature of the coolant in the battery cooling loop 200, and further achieving the purpose of controlling the average temperature of the power battery 201.
Referring to fig. 1 to 6, specifically, in the heating mode, the heat generated in the integrated thermal management system of the automobile includes the heat generated from the stator windings of the driving motor 301 at the static idle speed of the automobile or the waste heat generated from the driving motor 301 at the dynamic driving of the automobile in step S3; the power battery 201 also comprises heat generated by pulse charge and discharge self-heating and heat generated by the operation of the all-in-one controller.
Referring to fig. 1 to 6, specifically, in the heating mode, the integrated thermal management controller controls the driving motor 301 to generate heat by controlling the operating frequency of the motor controller switching tube, thereby indirectly controlling the temperature of the coolant in the battery heating circuit 500, and thus controlling the average temperature of the power battery 201 in step S3. More specifically, the integrated thermal management controller controls the heat generated by the driving motor 301 by controlling the operating frequency of the switching tube of the motor controller, thereby controlling the temperature of the cooling liquid in the oil cooling circuit 300, and controls the temperature of the cooling liquid in the battery heating circuit 500 by performing heat exchange with the cooling liquid in the battery heating circuit 500 through the heat exchanger 304, thereby achieving the purpose of controlling the average temperature of the power battery 201.
Referring to fig. 1 to 6, specifically, in the heating mode, the integrated heat management controller indirectly controls the temperature of the coolant in the battery heating circuit 500 by controlling the rotation speed of the first water pump 101, thereby controlling the average temperature of the power battery 201 in step S3. More specifically, the integrated thermal management controller controls the flow rate of the coolant in the battery heating circuit 500 by controlling the rotation speed of the first water pump 101, thereby controlling the temperature of the coolant in the battery heating circuit 500, and further achieving the purpose of controlling the average temperature of the power battery 201.
Referring to fig. 3 to 6, in order to more specifically explain the control method of the integrated thermal management control system for an automobile, the following describes in detail the workflow of the integrated thermal management control system for an automobile:
1. after the comprehensive thermal management controller is powered on, the first electronic three-way valve 105 and the second electronic three-way valve 204 are controlled to reset, namely the first electronic three-way valve 105 is controlled to be positioned at the B1-P1 position, and the second electronic three-way valve 204 is controlled to be positioned at the B2-P2 position; meanwhile, the initial rotation speeds of the first water pump 101 and the oil pump 303 are set to Pm0 and Om0, respectively.
2. The integrated thermal management controller obtains signals from the first temperature sensor 108, the second temperature sensor 109, the third temperature sensor 110, and the fourth temperature sensor 206, and is labeled T1, T2, T3, and T4, respectively. Meanwhile, the integrated thermal management controller obtains the winding temperature T5 of the driving motor 301, the average temperature T6 of the motor controller, the average temperature T7 of the first DCAC inverter, the average temperature T8 of the second DCAC inverter, the average temperature T9 of the DCAC inverter, and the average temperature T10 of the power battery 201.
3. When the average temperature T10 of the power battery 201 reaches the set battery high temperature T101, or when the temperature T1 of the first temperature sensor 108 reaches the motor high temperature T12, the integrated thermal management controller controls the integrated thermal management system of the automobile to enter the cooling mode.
3.1 when the power battery 201 needs cooling, i.e. when the average temperature T10 of the power battery 201 reaches the set battery high temperature T01, the integrated thermal management controller sends a cooling command and a target cooling temperature T01.
3.1.1, the integrated thermal management controller controls the initial rotational speeds of the compressor 401, the condensing fan 405, and the second water pump 203 to be An0, fn0, and Pn0, respectively, while comparing the temperature T4 of the fourth temperature sensor 206 on the battery cooling circuit 200 with the target cooling temperature T01, calculating the temperature difference T401 of both in real time, and taking T401 as a control target.
3.1.2, when the temperature difference T401 of the two is larger than the set temperature difference DeltaT 1, the comprehensive thermal management controller controls the rotation speeds of the compression 401, the condensing fan 405 and the second water pump 203 to be respectively increased by An1, fn1 and Pn1 every m periods until the highest working rotation speed is reached.
3.1.3, when the temperature difference T401 between the two is smaller than the set temperature difference Δt2, the integrated thermal management controller controls the rotational speeds of the compressor 401, the condensing fan 405 and the second water pump 203 to decrease An2, fn2 and Pn2, respectively, every m cycles until the initial set rotational speeds An0, fn0 and Pn0 are reached, respectively.
3.1.4 when the temperature difference T401 between them is between the set temperature differences Δt1 and Δt2, the integrated thermal management controller controls the compressor 401, the condensing fan 405 and the second water pump 203 to maintain the current rotation speed, and the shutdown operation is not performed.
3.2, when the temperature T1 of the first temperature sensor 108 reaches the set motor high temperature T12, the integrated thermal management controller controls the cooling fan 106 to start to operate at the initial rotation speed Fm0.
3.2.1 when the temperature T1 of the first temperature sensor 108 is greater than the set motor high temperature T11, the integrated thermal management controller controls the cooling fan 106 to increase the rotation speed Fm1 every m periods, and the air volume of the cooling fan 106 increases until the maximum rotation speed is reached.
3.2.2 when the temperature T1 of the first temperature sensor 108 is less than the set motor high temperature T12, the integrated thermal management controller controls the cooling fan 106 to increase and decrease the rotation speed Fm2 every m periods, and the air volume of the cooling fan 106 decreases until the initial rotation speed Fm0 is reached.
3.2.3 when the temperature T1 of the first temperature sensor 108 is between the set motor high temperature temperatures T11 and T12, the integrated thermal management controller controls the cooling fan to maintain the current rotation speed, and the shutdown operation is not performed.
For the rotation speed control of the first water pump, the temperature difference T32 between T3 and T2 and the temperature difference T13 between T1 and T3 are calculated based on the temperature value T1 of the first temperature sensor 108, the temperature value T2 of the second temperature sensor 109 and the temperature value T3 of the third temperature sensor 110, respectively, and the temperature differences T32 and T13 are used as control targets.
3.3.1 when the temperature difference T32 between T3 and T2 or the temperature difference T13 between T1 and T3 is greater than the set temperature difference Δt3, the integrated thermal management controller controls the first water pump 101 to increase the rotation speed Pm1 every m periods until the maximum rotation speed is reached.
3.3.2 when the temperature difference T32 between T3 and T2 or the temperature difference T13 between T1 and T3 is smaller than the set temperature difference Δt4, the integrated thermal management controller controls the first water pump 101 to decrease the rotation speed Pm2 every m cycles until the initial rotation speed Pm0 is reached.
3.3.3 when T32 and T13 are both between Δt3 and Δt4, the integrated thermal management controller controls the first water pump 101 to maintain the current rotation speed and does not perform the shutdown operation.
3.4, the rotation speed of the oil pump 303 in the oil cooling loop 300 is adjusted in real time according to the winding temperature T5 of the driving motor 301, so that heat in the driving motor 301 is dissipated in time.
3.4.1 when the winding temperature T5 of the drive motor 301 is greater than the target set temperature T51, the integrated thermal management controller controls the oil pump 303 to increase the rotation speed Om1 every m cycles until the maximum rotation speed is reached.
3.4.2 when the winding temperature T5 of the drive motor 301 is less than the target set temperature T52, the integrated thermal management controller controls the oil pump 303 to start decreasing the rotation speed Om2 every m cycles until the initial rotation speed Om0 is reached.
3.4.3 when the winding temperature T5 of the driving motor 301 is between the target set temperatures T51 and T52, the integrated thermal management controller controls the rotational speed of the oil pump 303 to maintain the current rotational speed, and does not perform the shutdown operation.
3.5, when the average temperature T10 of the power battery 201 is less than the set battery cooling cutoff limit T103, the integrated thermal management controller controls the compressor 401, the condensing fan 405, and the second water pump 203 to stop operating.
3.6, when the temperature T1 of the first temperature sensor 108 is less than the set motor cooling cutoff limit T14, the integrated thermal management controller controls the radiator fan to stop working, and controls the first water pump 101 and the oil pump 303 to still operate at the set initial rotational speeds Pm0 and Om0.
3.7, when the average temperature T10 of the power battery 201 is less than the set battery cooling cutoff limit T103 and the temperature T1 of the first temperature sensor 108 is less than the set motor cooling cutoff limit T14, the integrated thermal management controller controls the integrated thermal management system of the automobile to exit the cooling mode.
4. When the average temperature T10 of the power battery 201 is lower than the set battery low temperature T102, the integrated thermal management system of the automobile enters a heating mode, and the integrated thermal management controller controls the first electronic three-way valve 105 to be at the A1-P1 position and controls the second electronic three-way valve 204 to be at the A2-P2 position, and the battery heating circuit 500 is in a passage state.
4.1, in a heating mode, the comprehensive thermal management controller sends a heating instruction and a target heating temperature T02; at the same time, the integrated thermal management controller sets the initial rotation speed of the first water pump 101 to Pm0 and controls the oil pump 303 to be in a high-speed operation state.
And 4.2, when the vehicle is in a static state, the comprehensive thermal management controller sets the initial operating frequency of the switching tube pulse of the motor controller to be f0. When the vehicle is stationary, the average temperature of the power battery 201 is low even when the ambient temperature is low, and the vehicle cannot be normally discharged at a high power and cannot be charged. At this time, the vehicle can be in an upper high-voltage state, the motor controller is in an enabling and opening state, the driving motor 301 is blocked by discharging the battery pulse to the winding of the driving motor 301, so that a large amount of heat is generated by the winding coil, and the oil cooling loop 300 and the cooling liquid in the battery heating loop 500 are subjected to heat exchange through the heat exchanger 304, so that the purpose of heating the power battery 201 is finally achieved; meanwhile, the internal resistance of the power battery 201 is also increased in the process, the self heat generation amount is also increased, and the purpose of heating the power battery 201 can be achieved; in addition, the all-in-one controller also generates heat during operation, and can also assist in warming the power cell 201.
4.2.1, the comprehensive thermal management controller calculates a temperature difference T402 between the temperature T4 of the fourth temperature sensor and the target heating temperature T02 in real time, and takes the T402 as a heating control target.
4.2.2, when the temperature difference T402 is larger than the set target temperature difference DeltaT 5, the pulse working frequency of the switching tube of the motor controller is increased by the frequency f1 every n periods until the highest allowable working frequency is reached.
4.2.3, when the temperature difference T402 is smaller than the set target temperature difference DeltaT 6, the pulse working frequency of the switching tube of the motor controller is reduced by the working frequency f1 every n periods until the initial working frequency f0 is reached.
4.2.4 when the temperature difference T402 is between the set target temperature differences DeltaT 5 and DeltaT 6, the pulse working frequency of the switching tube of the motor controller is kept unchanged.
4.3, when the vehicle is in a driving state, the power battery 201 is heated by using the waste heat of the driving motor 301, and at this time, the integrated thermal management controller calculates the temperature difference T410 between the temperature T4 of the fourth temperature sensor and the average temperature T10 of the power battery 201 in real time, and takes the T410 as a heating control target.
4.3.1, when the temperature difference T410 is greater than the set target temperature difference Δt7, the integrated thermal management controller controls the first water pump 101 to increase the rotation speed Pm1 every m cycles until the maximum rotation speed is reached.
4.3.2, when the temperature difference T410 is smaller than the set target temperature difference Δt8, the integrated thermal management controller controls the first water pump 101 to decrease the rotation speed Pm2 every m cycles until the initial rotation speed Pm0 is reached.
4.3.3 when the temperature difference T410 is between the set target temperature differences DeltaT 7 and DeltaT 8, the integrated thermal management controller controls the first water pump 101 to maintain the current rotational speed and not to perform the shutdown operation.
4.3.4 when the average temperature T10 of the power battery 201 is greater than the battery heating cutoff limit T104, the integrated thermal management controller controls the integrated thermal management system of the automobile to exit the heating mode.
5. When the integrated thermal management system of the automobile does not satisfy the cooling condition nor the heating condition, the integrated thermal management system of the automobile is in the shutdown mode, and at this time, the integrated thermal management controller controls the radiator fan 106, the compressor 401, the condenser fan 405, and the second water pump 203 to stop rotating, and controls the first water pump 101 and the oil pump 303 to remain at the set initial rotational speeds Pm0 and Om0.
The foregoing is merely illustrative of specific embodiments of the present invention, but the design concept of the present invention is not limited thereto, and any insubstantial modification of the present invention by using the design concept shall fall within the scope of the present invention.
Claims (5)
1. An integrated thermal management system for an automobile, characterized by: comprising
The motor cooling loop comprises a first water pump, an all-in-one controller, a heat exchanger, a first three-way pipe, a radiator and a first electronic three-way valve which are connected end to end in sequence, a cooling fan is arranged beside the radiator, and a first temperature sensor is arranged between the first three-way pipe and the radiator;
the battery thermal management system comprises a battery cooling loop and a battery heating loop, wherein the battery cooling loop comprises a power battery, a second three-way pipe, a second water pump, a heat exchange plate and a second electronic three-way valve which are sequentially connected end to end; the battery heating loop comprises the power battery, the second three-way pipe, the first electronic three-way valve, the first water pump, the all-in-one controller, the heat exchanger, the first three-way pipe and the second electronic three-way valve which are connected end to end in sequence;
the oil cooling loop comprises a driving motor, a reduction gearbox, an oil pump and the heat exchanger which are sequentially connected end to end, and the oil cooling loop and the motor cooling loop are in parallel heat exchange through the heat exchanger;
the refrigerant loop comprises a compressor, a condenser, an expansion valve and the heat exchange plate which are sequentially connected end to end, a condensing fan is arranged beside the condenser, and the refrigerant loop and the battery cooling loop are subjected to parallel heat exchange through the heat exchange plate;
the integrated heat management controller is electrically connected with the first electronic three-way valve, the second electronic three-way valve, the cooling fan, the first water pump, the oil pump, the condensing fan, the second water pump and the compressor, and is in communication connection with the first temperature sensor;
the control method of the automobile integrated thermal management system comprises the following steps:
s1, acquiring the temperature of cooling liquid in a motor cooling loop and the average temperature of a power battery by a comprehensive thermal management controller;
s2, judging whether the temperature of the cooling liquid in the motor cooling loop reaches the set motor high temperature or whether the average temperature of the power battery reaches the set battery high temperature, if so, starting a refrigeration mode to cool the cooling liquid in the motor cooling loop and/or the battery cooling loop until the temperature of the cooling liquid in the motor cooling loop is lower than a motor cooling cut-off limit value and the average temperature of the power battery is lower than the battery cooling cut-off limit value, and executing step S3; if the judgment result is negative, executing the step S3;
s3, judging whether the average temperature of the power battery is lower than the set low-temperature battery temperature, if so, starting a heating mode, heating the cooling liquid in the battery heating loop by using heat generated in the integrated thermal management system of the automobile, and executing a shutdown mode until the average temperature of the power battery is higher than a battery heating cut-off limit value; if the judging result is negative, executing a shutdown mode;
in the step S1, after the comprehensive thermal management controller is electrified, the first electronic three-way valve and the second electronic three-way valve are controlled to reset, namely the first electronic three-way valve is controlled to be positioned at the B1-P1 position, and the second electronic three-way valve is controlled to be positioned at the B2-P2 position; meanwhile, setting initial rotation speeds of the first water pump and the oil pump to be Pm0 and Om0 respectively;
in step S2, when the average temperature T10 of the power battery reaches the set battery high temperature T101, or when the temperature T1 of the first temperature sensor reaches the motor high temperature T12, the integrated thermal management controller controls the integrated thermal management system of the automobile to enter a cooling mode;
in step S3, when the average temperature T10 of the power battery is lower than the set low temperature T102 of the battery, the integrated thermal management system of the automobile enters a heating mode, and the integrated thermal management controller controls the first electronic three-way valve to be at the A1-P1 position and controls the second electronic three-way valve to be at the A2-P2 position, and the battery heating circuit is in a passage state at this time;
in steps S2 and S3, when the integrated thermal management system of the automobile does not meet the cooling condition or the heating condition, the integrated thermal management system of the automobile is in the shutdown mode, and at this time, the integrated thermal management controller controls the radiator fan, the compressor, the condensing fan and the second water pump to stop rotating, and controls the first water pump and the oil pump to be still at the set initial rotational speeds Pm0 and Om0.
2. An automotive integrated thermal management system as set forth in claim 1, wherein: the inlet end of the first water pump is provided with a first expansion water tank.
3. An automotive integrated thermal management system as set forth in claim 1, wherein: the inlet end of the second water pump is provided with a second expansion water tank.
4. An automotive integrated thermal management system as set forth in claim 1, wherein: the system also comprises a second temperature sensor, a third temperature sensor and a fourth temperature sensor which are in communication connection with the integrated thermal management controller; the second temperature sensor is arranged between the first water pump and the all-in-one controller; the third temperature sensor is arranged between the all-in-one controller and the heat exchanger; the fourth temperature sensor is arranged between the second electronic three-way valve and the power battery.
5. An automotive integrated thermal management system as set forth in claim 1, wherein: the all-in-one controller comprises a motor controller, a first DCAC frequency converter, a second DCAC frequency converter, a DCDC frequency converter and a high-voltage distribution box which are connected.
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| CN112744124B (en) * | 2020-04-22 | 2022-03-22 | 长城汽车股份有限公司 | Control method and device for heating battery pack and vehicle control unit |
| CN112172456B (en) * | 2020-10-19 | 2022-12-27 | 重庆邮电大学 | Defrosting control system and method for heat pump air conditioner of electric automobile |
| CN112977002B (en) * | 2021-05-11 | 2021-10-22 | 比亚迪股份有限公司 | Integrated thermal management system, vehicle and thermal management control method |
| CN113147316A (en) * | 2021-06-03 | 2021-07-23 | 上海高诗汽车科技有限公司 | System and control method of thermal management scheme of pure electric vehicle |
| CN114132169A (en) * | 2021-11-30 | 2022-03-04 | 三一汽车制造有限公司 | Work vehicle and thermal management system thereof |
| CN114778142B (en) * | 2022-06-20 | 2022-09-16 | 江苏中关村科技产业园节能环保研究有限公司 | Electric automobile heat management waterway system testing device |
| CN115366658B (en) * | 2022-08-23 | 2024-06-04 | 一汽解放汽车有限公司 | Vehicle control method |
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